Governor control mechanism for pumps



July 28, 1959 B. D. BART0N GOVERNOR CONTROL MECHANISM Fo'R PUMPS Filed Nov. 26, 1954 2 Sheets-Sheet l y wmf IN VEN TOR.

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GOVERNOR CONTROL. MECHANISM FOR PUMPS Filed Nov. 26, 1954 f/ if 2 Sheets-Sheet 2 INVENTOR. 25e/yawn d/o/y ,W70/way 2,896,541 GOVERNOR CONTROL MEcHANrsM FOR PUMPS Benjamin D. Barton, Battle Creek, Mich., assig'nor to lAmerican Fire Apparatus Company, Battle Creek, Mich. l

j Application November 26, 1954, Serial No. 471,467

' 8 Claims. (Cl. `103-19)v This invention relates to a governor control mechanism for pumps, particularly pumps powered by internal combusion engines. p

The main objects of this invention are:

First, to provide a combined hydraulic pressure regulator and engine control well adapted for use in fire fighting apparatus.

Second, to provide an apparatus of this character which has a wide range of control and is adapted for embodiment in internal combusion engine driven pump equipped vehicles and permits manual control of the engine for powering the vehicle and regulatable automatic control when the engine is employed for powering the pump.

Third, to provide a control mechanism which will cause the engine to idle, should the pump lose its prime. Fourth, to provide an apparatus of this character which will prevent the engine from racing should the pump lose its pressure from any cause.

Fifth, to provide an apparatus of the character stated which is simple in its parts and is not likely to become inoperative in use either through wear or clogging.

Objects relating to details and economies of the invention will appear from the description to follow. The invention is defined and pointed out in the claims.

` A preferred embodiment of the invention is illustrated in the accompanying drawing,A in which:

Fig. 1 is a fragmentary elevational view of a control apparatus embodying my invention, certain parts being shown conventionally. Fig. 2 is a' fragmentary view, partially in longitudinal section, on a line corresponding to line 2--2 of Fig. 3 of a throttle valve control mechanism embodying my invention, the throttle being shown in fully open position and with the governing parts in manually adjusted position.

Fig. 3 is a longitudinal sectional view on a line cort `PaterlitedjJuly 28,1959

. 2 illustrated) is driven by the extension 3 of the crank shaft 4 of the engine being connected thereto by a'clutch 5, conventionally illustrated. 6 represents the intake of the Qpump and 7 the discharge thereof.

The pump is provided with a primer designated by the numeral 8 connected by the` pipe 9 to the intake manifold 10 ofthe engine 11. This primer device is desirably that shown in my applicationl for patent, Serial No. 434,579, led lune`4, 1954, Patent No. 2,801,592, issued August 6, 1957 but other primers may be used. The primer is controlled by valve indicated at 12.

The fuel intake 13 of` the engine is provided witha throttle valve 14, the stern 15 of which is rotatably mounted in a bearing 16 o n the support or frame 17. The throttle control. arm 18 is rotatable on the stem and is'provided withy a `lug 19 coacting with the lug 20 aixed to the stem. The control cable 21 is disposed through the sheath 22 and provided with a hand piece 23 supported on the instrument panel indicated at 24. A stop 25 on the cable 21 coacts with the end of the sheath to limit the valve opening. The inner end `of the sheath is supported by a bracket orarm 26 on the support 17.

This connection is provided for manual manipulation of the control valve or throttle and is in effect a lost motion connection permitting automatic control through the pressure operatedgovernor throughout the full range of movement of the control valve. This permits the manual control of the throttle on the road and automatic governor control theref in operating the pump when the engine is powering a pump.. It will be understood that it is important that the delivery of the pumplbe controllable throughout substantially the full range of its capacity in order that the water may be delivered at maximum Volume or at maximum pressure. To this end the valve stem is provided with a pinion 27 with which the rack 28 on the control rod 29 coacts. The control rod 29 is reciprocatingly mounted in the cross head 30 of the support 17 and in a bearing 31 threaded into the arm 32 on the support. On its inner end the rod 29 is provided with a disc like abutment 33 with which the valve actuating spring 34 engages, the spring being seated on the raised portion 35 of the crosshead 30. This spring acts to bias the valve to closed position. A second4 helical spring 36 is seated on the crosshead 30 of the frame or support and is in thrust engagement with the annular abutment or thrust member 37 which seats responding to line 3 3 of Fig. 2 with the throttle valve in neutral or closed position.`

Fig. 4 is a sectional View corresponding to that of Fig. 3with the governing piston in position to nearly Fig. 7 is a fragmentary view, mainly in longitudinal 'ci section of a modified form of an embodiment of my invention in which the piston of the structure illustrated in Figs. 1 to 5, inclusive, is replaced by a dia-` phragm.

My invention is particularly adapted" for use in fire fighting apparatus powered by an internal combustion engine and in which the pump is mounted on the front of a motor vehicle substantially as shown in my Patent No. 2,420,515. I have, therefore, not illustrated the manner of mounting the pump designated by the numeral 1 Ain Fig'. lof the drawing. The rotor-of the pump (not i position.

against the inner end of the cylinder 38, as is illustrated in Figs. 2 and 3 in which position the biasing spring 36 has no effect on the valve.

The piston 39 is reciprocable in the cylinder and incertain of the relative positions of the valve control rod and piston they are out of engagement and incertain `other positions they are engaged. One of the out-of-engagement positions is shown i-n Fig. 2 and engaged positions are shown in Figs. 3 and 4. The cylinder is connected bythe pipe or conduit 40 to the suction side of the pump and by the pipe or conduit 41 to the pressure side ofthe pump. The valve 42 in the pipe 40 controls the pressure in the cylinder and consequently the thrust on the piston. This control valve 42 is manually adjusted and for convenience is located adjacent the purnp as the operator is ordinarily located at the pump.` As is illustrated the operator can control the priming of thefpump as well as the discharge of the pump. The control valve might, however, be on the cylinder inlet conduit 41. The adjustable stop 43 in the head of the piston limits the outstroke of the piston. The pipe 41 is connected to the cylinder Iport 44 while the pipe 40 is connected thereto through the port 45; these in effect being inlet and exhaust ports.

As is shown in Fig. 2, `the throttle is in fully opened In Fig. 3 the parts are in position with the throttle in idling position of the engine. In Fig. 4 the parts vare positioned with the throttle valve partially open.

' `As the piston is actuatedl on its instroke by pressure in thecylinder it, at a predetermined point, engages the annular thrust member 37 ofthe spring 36 which I designate the master spring because it is the spring that mainly 4c'ontrolsthe operation of the governor, it being relatively stil'as compared to the spring 34. This spring 36 resists the pressure thrust of the fluid on'the piston which is manually controlled bythe regulating valve 42.

In operating, assuming that the intake 6 has been placed in the Water supply, the throttle valve is closed to idling position and the pump Vshaft 3 connected to the crank shaft. This :is the idling position which is determined by the adjustment of the screw 43, see Fig. 3. The primer is then operated to prime the pump and when the pump is primed even `at this low engine speed there will be suicient pressure brought to the cylinder to actuate the piston and through the control rod connection to the valve the throttle is actuated to wide open position, at which position the engine develops its full or maximum power and this maximum power is applied to the pump. Sufficient Water pressure is developed .to compress the spring 36 to position, at least partially closing the throttle, and thus the engine is controlled according to the predetermined pressure or pressure regulated by the valve 42. In the event the pump loses its prime pressure the throttle automatically returns to idling position thereby preventing the engine from running wild. The automatic governor control ofthe engine does Anot interfere with the manual control of the engine onthe road.

The above explanation not only applies to the embodiment illustrated in Figs. 2, 3, and 4 employing the piston as a4 pressure actuated control element, but it also applies to the-,embodiment of the figures shown in Fig. 7 in which the diaphragm 46 is substituted for the pressure actuated piston, and in this development the diaphragm chamber 47 is connected to the pump by the pipes or conduits 40 and 41. The diaphragm is provided with abutment member 48 'with a spring 34 provided with a ange 49 adapted to engage the thrust member 37 of the spring `36 at a. predetermined point on the instroke of the diaphragm. Otherwise this embodiment functions in the same manner as that described, and in this embodiment the edges of the diaphragm are clamped between the flange 50 of the diaphragm chamber 'head 52.

I have illustrated and described my invention in ya highly practical andcommercial embodiment thereof. I have not attempted to illustrate or describe other embodiments or adaptations as it is believed that this disclosure will enable those skilled inthe art to embody or adapt my invention as may be desired.V i Having thus described my invention, what I claim as new and desire to secure by Letters-Patent is:

1. The `combination with an internal combustion engine and a pump driven thereby, of a support, a fuel in- :take valve having a stem provided with a pinion, a manual adjusting means for said valve having a lost motion connection to said stem independent of said pinion and permittingopeninlg and closing adjustment thereof through 1 said pinion independently af said manual control means, a control rod reciprocatingly mounted on said support and'provided with a rack coacting with said pinion, a cylinder open at its inner end mounted on said support, a lpiston reciprocable vin said cylinder and having a skirt portion projecting therefrom for a substantial later part of l,a yfull instroke of the piston, said control rodhaving an abutment with which said piston engages in certain of the relative positions of the control rod and piston, a rst coil spring surrounding said control rod and seated on said support with its outer end in thrust engagement with said abutment on said control rod and acting to bias said control rod toward valve closing position, a second coil spring seated on said support and provided with an abutment adapted to supportedly `engage the inner end o f the cylinder and adapted to be engaged by the piston from the inner end of the cylinder, an inlet fluid connection for said cylinder to the pressure side of the pump, and an outlet uid connection for said cylinder to the suction side of the pump provided with a manually adjustable control valve.

2. The combination with an internal combustion engine and a pump driven thereby, of'a support, a fuel intake valve having a stem provided with a pinion, a control rod reciprocatingly mounted on said support and provided with a rack coacting with said pinion, a cylinder open at its inner end mounted on said support, a piston reciprocable in said cylinder and having a skirtportion projecting therefrom for a substantial later part Vof a full instroke of the piston, said control rod having an 'abutment with which said piston engages in certain of the relative positions of the control rod and piston, a first coil spring surrounding said control rod and seated on said abutment on said controll rod and acting to bias said control rod toward valve closing position, a second coil spring seated on said support and provided with an abutment adapted to supportedly engageV the inner` end of the cylinder and adapted to be engaged by the piston during that portion of its instroke in which it is projected from the inner end of the cylinder, an inlet luid connection for said cylinder to the pressure side of the pump, and an outlet uid connection for Vsaid cylinder to the suction side of the pump provided with a manually adjustable control valve. l

3. The combination with an internal combustion engine and a pump driven thereby, of a support, a fuel intake valve having a stem providedvwith la pinion, a control rod reciprocatingly mounted on saidvsupport and provided With a rack coacting Withsaidpinion, a cylinder open at its inner end mounted 4on said support, a piston reciprocable in said cylinder and having a skirt portion projecting therefrom for a substantial later part of a full instroke of the piston, said control rod having an abut ment with which said piston engages in certain, of the relative positions of the control rod and piston, an adjustable stop limiting the valve closing movement of the control rod, a iirst coil spring surrounding said control rod and seated on said support with its outer end in thrust engagement with said abutment on said control rod and acting to bias said control rod toward valve closing position, a second coil spring seated on said support and provided with an abutment adapted to, supportedly engage the inner end of the cylinder and adapted to be engaged by the piston during that portion of its instroke in which it is projected from the inner end of the cylinder,. an inlet uid connection for said cylinder to the pressure side of the pump, and an outlet fluid connection for said cylinder to the suction side of the pump provided with a manually adjustable control valve.

4. The combination with an internal combustion engine and a pump driven thereby, of a support, a fuel intake valve having a stern provided with a pinion, a manual adjusting means for said valve having a lost motion connection to said stern independent of said pinion and permitting opening and closing adjustment thereof through said pinion independently of said manual control means, a control rod reciprocatingly mounted on said support and provided with a rack coacting with said pinion on said valve stem, a cylinder mounted on said support, a piston reciprocable in said cylinder, a coil spring seated on said support and engaging said control rod to bias it toward valve closing position, a second coil spring seated on said support and provided with a thrust member adapted to be engaged by the piston on a substantial portion of its stroke, an inlet fluid connection for said cylinder to the pressure side of the pump, an outlet Vuid connection for said cylinder to the suction side ofthe pump, and valve means for manually controlling the ow in said connections.

5. The combination with an internal combustion engine and a pump driven thereby, of a support, a fuel intake valve having a stem provided with a pinion, a control rod reciprocatingly mounted on said support and provided with a rack coacting with said pinion on said valve stem, a cylinder mounted on said support, a piston reciprocable in said cylinder, a coil spring seated on said support and engaging said control rod to bias it toward valve closing position, a second coil spring seated on said support and provided with a thrust member adapted to be engaged by the piston on a substantial portion of its stroke, an inlet fluid connection for said cylinder to the pressure side of the pump, an outlet fluid connection for said cylinder to the suction side of the pump, and valve means for manually controlling the ilow in said connections.

6. The combination with an internal combustion engine and a pump driven thereby, of a support, a fuel intake valve having a stem provided with a pinion, a control rod reciprocatingly mounted on said support and provided with a rack coacting with said pinion on said valve stem, a cylinder mounted on said support, a piston reciprocable in said cylinder, an adjustable stop limiting the valve closing movement of the control rod, a coil spring seated on said support and engaging said control rod to bias it toward valve closing position, a second coil spring seated on said support and provided with a thrust member adapted to be engaged by the piston on a substantial portion of its stroke, an inlet fluid connection for said cylinder to the pressure iside of the pump, an outlet fluid connection for said cylinder to the suction side of the pump, and valve means for manually controlling the flow in said connections.

7. 'Ihe combination with an internal combustion engine and a pump driven thereby, of a support, a fuel intake valve having a stem provided with a pinion, a manual adjusting means for said valve having a lost motion connection to said stem independent of said pinion and permitting opening and closing movement thereof through said pinion independently of said manual adjusting means, a control rod reciprocatingly mounted on said support and provided with a rack coacting with said pinion on said valve stem, a chamber member on said support provided with an inlet iiuid connection to the pressure side of the pump and an outlet fluid connection to the suction side of the pump, a manually operated valve means for controlling the flow in said connections, a pressure actuated control rod actuating member disposed in said chamber, a first coil spring seated on said support and engaging said control rod to bias said control rod actuating member and control rod toward valve closing position, and a second coil spring seated on said support in surrounding `relation to said first coil spring and provided with a thrust member adapted to be engaged by said control rod actuating member during the latter portion only of its stroke.

8. The combination with an internal combustion engine and a pump driven thereby, of a support, a fuel intake valve having a stem provided with a pinion, a control rod reciprocatingly mounted on said support and provided with a rack coacting with said pinion on said valve stern, a chamber member on said support provided with an inlet fluid connection to the pressure side of the pump and an outlet fluid connection to the suction side of the pump, manually operated valve means for controlling the flow in said connections, a pressure actuated control rod actuating member disposed in said chamber, a iirst coil spring seated on said support and enaging said control rod to bias said control rod actuatI ing member and control rod toward valve closing position, and a second coil spring seated on said support in surrounding relation to said rst coil spring and provided with a thrust member adapted to be engaged by said control rod actuating member during the latter portion only of its stroke.

References Cited in the le of this patent UNITED STATES PATENTS 1,562,561 Horter Nov. 24, 1925 1,692,266 Holdsworth Nov. 20, 1928 1,863,406 Hudson June 14, 1932 2,126,863 Barton Aug. 16, 1938 2,147,196 yFox Feb. 14, 1939 2,420,515 Barton May 13, 1947 2,609,755 Griswold Sept. 9, 1952 2,691,940 McFarland Oct. 19, 1954 2,691,941 Barklow Oct. 19, 1954 2,694,979 Lauck Nov. 23, 1954 FOREIGN PATENTS 545,445 France Oct. 1l, 1922 

